By Jil McIntosh, Driving.ca - Diesel engines have been around for more than a century, but North Americans have never really flocked to it for light-duty use the way Europeans have.  That hasn't stopped automakers from trying, though, and with its all-new 2018 Chevrolet Equinox, GM offers an equally-new diesel.

The 1.6 litre four-cylinder turbodiesel is offered alongside two four-cylinder turbocharged gasoline engines: a 1.5-L unit making 170 horsepower and a 2.0-L engine producing 252 hp.  The diesel isn't the strongest of the three - its 240 pound-feet of torque sits between the two gas engines - but at a published combined city/highway fuel consumption of 7.4 L/100 kilometes, it's the most efficient.

Those fuel numbers are a big reason many automakers are sticking with diesel, especially a truck-heavy company like GM that needs to off-set thirstier members of the fleet.  As with all current diesels, you have to add diesel exhaust fluid, or DEF, which automatically squirts into the exhaust system to neutralize pollutants.  The company estimates about 8,000 to 9,000 kilometres between refills.  So for most drivers, it'll probably be replenished during the oil change.

The engine is a clean-sheet design, engineered by GM in Italy and built in Hungary, and it's pretty heavy on tech.  The injection system can deliver fuel ridiculously fast - up to 10 times per ignition cycle - for quieter operation, and it has an intake port with a butterfly valve to swirl the air for better combustion.  The timing chain is on the back of the engine to further reduce noise.  I don't know if I'd quite call it a "whisper diesel" as GM does, but it's definitely nothing like the clattery versions of days gone by.

Pricing depends on the trim and driveline.  The Equinox starts at $25,445, which gets you the 1.5-litre gas engine and front-wheel drive; for all-wheel drive, it's $27,845.  The 2.0-L turbo-four runs from $34,020 to $37,445.  The diesel versions are the priciest, starting at $34,120 for front-drive models and at $36,520 for AWD versions, while my Premier Diesel tester was the chart-topper of the entire Equinox range, at $37,945.  Mine was then further equipped with the True North package, which adds such items as a power sunroof, navigation, ventilated seats and such electronic safety nannies as lane keeping and emergency braking, which took it to $41,945.

Overall, this new Equinox is impressive.  I like the size and the styling, and the new cabin is handsome and roomy.  The seats are supportive both front and rear, and the rears fold down easily to provide an almost-flat cargo floor.  There are dials and buttons for most of the controls, so changing the temperature or the radio volume should always be quick and straightforward, and the icons on the infotainment screen are large and simple to use.  Apple CarPlay and Android Auto are supported, and there's an integrated Wi-Fi hot spot that can handle as many as seven devices, but you have to buy a subscription to stay connected once the trial period is up.

The driving experience is a typical commuter vehicle done well.  Handling is predictable, and steering is just light enough to be easy without feeling vague.  The ride is equally smooth and well planted, and you have to hit a pretty big pothole before you start to hear any bumps.  The all-wheel system runs primarily in front-wheel drive until the back wheels need power.  It can be disconnected via a button on the console, ostensibly for better fuel economy, although I'd rather spend whatever small amount of fuel it saves to have that all-wheel drive on tap should the conditions warrant it.

The engine gets the job done, but it's no powerhouse.  Don't expect the torque-rich, low-end power that you'd get out of a diesel-equipped sports model or truck.  For that matter, don't expect it to have superior towing capacity; both the 1.5-L and the diesel are rated for 1,500 pounds, while the 2.0-L can pull 3,500 pounds.

In my week with the diesel Equinox, I averaged 9.7 L/100 kilometres; that's well over the official number, although I'll cut it some slack because it was brutally cold weather.  All engines have an automatic start/stop feature that shuts them off at idle, intended to improve consumption and emissions.  What I really hate is that GM has ditched the over-ride button, so you can't disable this feature if you don't want the engine shutting itself off.

All Equinox models include such safety features as a rear-view camera, a rear-seat reminder, and a Teen Driver program that tattles if young driver's don't wear seatbelts, or if they speed or set off the safety nannies.  Still, forward-collision alert, emergency braking, bird's-eye camera, and lane-keep assist are only available as options on the top-line Premier models.  In a vehicle intended for families, why not offer them across the board?

Offering three engines provides lots of choice, although each has its pros and cons.  The 1.5-L costs the least, but it works hard; the 2.0-L is powerful, but it's the thirstiest and prefers premium gas.  The diesel is efficient, but the most expensive.  Overall, though, for ride, comfort, practicality and good looks, this newest Equinox is a really good machine.

Overview:  An excellent makeover of a practical sport use

Pros:  Quiet ride, comfortable seats, handsome styling

Cons:  Costly diesel option, safety features should be available on lower trims

Value for money:  Good

What I would change:  Let me shut off the idle-stop if I choose

How I would spec it:  The diesel in LT trim

By Auto123.com - One of the factors families shopping for a new vehicle should take into account is the ease of installation and use, as well as the effectiveness, of infant or child car seats.  Is the seat easy to install?  Is the anchoring system user-friendly?  Can you get your child in and out easily?  Will the child be comfortable?

A highly practical annual ranking published by Cars.com rates vehicles by these and other measures.  Right in time for Child Passenger Safety Week, we take a look at the new 2017 list for you!

Explains Jennifer Newman, editor-in-chief at Cars.com and a certified child passenger safety technician, "Proper car-seat installation can be a daunting task for many parents.  Automakers have added Latch systems to make the process a little easier and less stressful, but not all of these systems have been created equally.  That's why we test them in nearly every new vehicle.  We want parents, grandparents and caretakers of young children to understand their options and which ones are the easiest to use."

In total, 65 different 2017-2018 models were evaluated beginning in September of last year, but only the 10 best-performing models, which have earned the best possible A rating in each criteria, made the final list.  In addition, each of these models offers sufficient space to fit at least two car seats.  The list runs the gamut from outdoorsy vehicles like the Impreza to utility models like the Equinox and the Atlas, as well as luxury models from Lincoln, Mercedes and Genesis.

• 2018 Chevrolet Equinox
• 2017 Genesis G90
• 2017 GMC Acadia
• 2017 Honda Accord Hybrid
• 2017 Lincoln Continental
• 2017 Mercedes-Benz C Class
• 2017 Subaru Impreza
• 2018 Volkswagen Atlas
• 2018 Volkswagen Tiguan
• 2017 Volvo S90

By Brian Harper, Driving.ca - Yes, General Motors is a King Kong-sized global manufacturer, and its Chevrolet brand as American as baseball, apple pie and all that other stuff, but the Equinox is still built in Ontario - at the CAMI plant in Ingersoll - so I look beyond any obvious flaws in my argument to consider the crossover to be at least quasi-Canadian and, therefore, worth rooting for.  (And, yes, I maintain a certain amount of pride for all vehicles assembled in our nation, regardless of the automaker's origin.)

It's not as though this particular Chevy is an underdog; though it isn't the top seller in the ultracompetitive compact crossover segment - that would currently be the also-built-in-Ontario Toyota RAV4 - it is definitely a player.  Within the Chevy model range, the Equinox is the third in sales in Canada, behind the Silverado pickup and Cruze sedan/hatchback.  And it will likely surpass the Cruze within a few months.

The 2018 model year sees a new, third-generation version, one that sheds a considerable amount of weight - about 180 kilograms - to become leaner and more responsive in comparison with the previous model.  But, more importantly, the new Equinox sets aside its traditional engine lineup - normally aspirated four-cylinders and V6s - for a trio of turbocharged four-cylinder powertrains, including a diesel.

There are LS, LT and Premier trim levels to choose from; the tester was a high-level Premier 1LZ with the base 1.5-litre turbo four and a six-speed automatic transmission.  Putting out a reasonable 170 horsepower and 203 pound-feet of torque, the small four is impressively smooth and lively, not just when puttering about town, but also on the highway.  For comparison, the same-sized engine in the Honda CR-V delivers 190 hp but only 179 lb-ft of torque.  Oh, it's not going to win any stoplight drag races (zero to 100 km/h in about 9.5 seconds(, but the all-wheel-drive Equinox tips the scales at a trim 1,605 kg, so it's not overly burdened, feeling quite nimble when turning corners and such.  Plus, the AWD system is disconnected from the rear axle when not in use, improving efficiency.

Initially, though, I felt that were the Equinox to be loaded up with people and luggage - or perhaps towing a small trailer - ticking the box for the 2.0-L turbo (with a far more substantial 252 hp/260 lb-ft, plus a nine-speed automatic) or the 136-hp 1.6-L diesel (236 lb-ft) would be more prudent.  Yet, after putting some 700 km on the odometer with a quick trip to visit friends, I might reconsider.  The crossover handled four adults aboard without missing a beat, and delivered a parsimonious 7.8 L per 100 km - primarily at highway speeds - fuel economy to boot.  Unless you get aggressive on the throttle, the six-speed shifts up early to promote efficiency.  Mind you, southwest Ontario is mostly pancake-flat terrain; the 2.0 L or diesel would probably be a better bet if higher elevations or more varied topography was involved.

Though decidedly fresher in appearance than its doughy predecessor, the new Equinox still blends in with the bulk of the models in the compact crossover segment, rather than standing out.  Design cues for the vehicle came from the aerodynamically shaped Cruze, Malibu and Volt, stalwart Chevy models all, but not known for their drop-dead gorgeous exteriors.  Chevrolet debuted a particularly striking crossover concept called the FNR-X at the Shanghai Auto Show in April; the new Equinox would have made much more of a statement if it had borrowed some of the concept's styling.

But whatever disappointment there might be with its outward appearance - and I will be the first to say that looks are purely subjective - was mitigated by the Equinox's bright and cheerful cabin, highlighted by the tester's two-tone black and tan seats and dash area.  However, the dashboard itself was not the better soft-touch plastic, which, considering the crossover's nearly $39,000 price tag, smacked of unnecessary cost cutting.

The instrument cluster is first rate, with a configurable information display front and centre.  The same goes for the eight-inch centre console touch screen, with clearly marked icons for a variety of functions.  These include the latest connectivity technologies, such as MyLink infotainment systems designed to support Apple CarPlay and Android Auto, as well as an available OnStar 4G LTE Wi-Fi hot spot.

Heated seats and a remote starter are standard on all trims.  The Premier is highly contented and includes such features as dual-zone automatic climate control, keyless entry, power windows, door locks and liftgate, power heated outside mirrors, rear park assist, rear cross-traffic alert, blind-zone alert and rear-view camera.

As for cargo capacity, the Chevy's "kneeling" rear seats - the bottom cushions tilt forward when the split-folding seatbacks are lowered - enables a flat rear load floor for easy loading and up to 1,798 L of space, including 846L behind the back seat.

There's much to like about the redesigned Equinox: fuel efficiency, and impressively smooth ride, good handling characteristics, up-level interior and competitive pricing.  Still, the compact segment is crazy competitive, and the Chevy has to contend with something like 16 rivals, including such heavyweights as the RAV4, Honda CR-V, Nissan Rogue and Ford Escape.  Whether the Chevy can elevate its status is up for debate, though it's not for a lack of trying.  The 1.5-L engine might not be to everyone's tastes, but the Equinox's ace in the hole is the fact that there are alternatives.

Overview:  Five-passenger compact crossover

Pros:  Roomy for its size, multiple engine choices, made in Canada

Cons:  Mainstream styling, AWD must be engaged

Value for money:  Good

What I would change:  AWD should activate automatically

By Peter Bleakney, Driving .ca - Originally launched in 2005, the Cambridge-built Chevrolet Equinox compact crossover became a cash cow for General Motors thanks to the segment's ascendancy to North America's vehicle of choice.  The first-gen Equinox found more than 2 million homes, and in Canada it was Chevy's second-best seller behind the Silverado pickup.

Ah, but time waits for no crossover mired in the past.  To keep up with the raging tide of competitive iron, the Equinox now moves into its third generation for the 2018 model year, getting an all-new structure, tidier dimensions, sharper looks, updated tech and a new base engine - a 1.5-litre turbo-four putting out 170 horsepower 203 lb.-ft. of torque - mated six-speed automatic transmission.  It also sheds up to 180 kilograms, depending on the trim.

The 1.5L engine in the Equinox, which we sampled earlier this year, is smooth and reasonably fuel efficient.  But for those seeking more punch, Chevrolet answers the call with this 2.0L turbo-four that makes 252 horsepower and 260 lb.-ft. of torque from 2,500 rpm.  It works in tandem with a nine-speed auto.  The Equinox now leaps to the head of the class when it comes to segment power, edging out the speedy Subaru Forester XT with its 250 horsepower, the 245-horsepower Ford Escape and the Kia Sportage, which develops 237 HP from its 2.0L turbo-four.

We sampled the top tier-Premier AWD which layers on such goodies as two-tone leather, blind-spot and rear cross-traffic warning systems, memory settings for driver's seat radio and mirrors, an eight-inch touchscreen infotainment system, a hands-free powered lift gate and rear park assist, plus 18-inch wheels, LED headlights, a few chrome bits on the exterior, and more.

Escaping the confines of congested Nashville, the 2.0L Equinox feels relaxed and certainly more fleet than the base 1.5L engine.  With it's stiff structure, targeted sound insulation and standard noise cancelling, Chevy has fashioned one of the more serene and comfortable riding vehicles in the segment.  Ride quality is excellent, and while handling might be not as sharp as the Honda CR-V or Mazda CX-5, the Equinox cuts a clean and controlled path on these undulating roads in rural Tennessee.

The nine-speed automatic was developed by GM in-house, reflecting an industry trend to get a wide ratio spread while also keeping engines within a fuel efficient rev range.  Hats off to GM for tuning this transmission to avoid unwanted ratio "hunting" and excessive lag when calling for acceleration.  The first five gears are closely stacked and slur between each other mostly unnoticed.  Under light throttle loads, the nine-speed wants to keep the 2.0L turbo just under 1,500 rpm, but unlike some others with multi-gear transmissions - the new Jeep Compass comes to mind - there's no pathological aversion to downshifting here.

As these were U.S.-spec Equinoxes, we observed 24 MPG on this mix of highway and winding two-lane roads.  Plus, not only does the Equinox run on regular grade fuel, an auto start/stop system is standard across the line.

The first stop is the hamlet of Leipers Fork, about an hour outside of Nashville.  If you're looking for a killer fried chicken sandwich and some fried green tomatoes, drop in on the friendly folks at The Country Boy diner.  And if you're looking to jam on some funky vintage instruments, wander two doors down to Serenite Maison.  There's an old Kay standup bass leaning in the corner - been there for decades, they say - along with a selection of Gibson and Martin guitars hanging on the wall.  No, they're not for sale - I asked - they're purely for the pleasure of anyone who wants to play them.

Chevrolet has the 2018 Equinox armed for connectivity.  Standard is Chevy MyLink infotainment system with wireless audio streaming, along with Apple CarPlay and Android Auto connectivity, and one year of OnStar that bestows, among other services, a 4G LTE wireless hotspot.

The Equinox's dash looks to be lifted right out of the Malibu, which is no bad thing as all the controls, major gauges and menu structure are clear and logical.  The cabin looks good dressed up in this two-tone tan-and-black combo, but lesser trim models in all black are a bit dour.  The quality of materials is not up to class leaders like the CX-5 and the Sportage, and some of that faux-chrome trim hints of an old-school GM hangover.

The front seats are comfortable, and rear passengers are not left out here, getting plenty of headroom and legroom, two USBs, a power adapter, a 110-volt outlet and heated seats.  It doesn't stop there - rear seat riders can actually choose whether they want warm butts and/or backs.

A raft of new radar and camera-based safety kit is on the menu, including surround vision, forward collision alert and automatic braking, plus lane-departure warning and lane-keep assist systems.  Additionally, the standard Rear Seat Reminder warns if a child or dog is left in the second row.

There's plenty of functionality in the 2018 Equinox.  The 60/40 split second row easily folds forward with a low-effort fluid motion, creating a flat and smartly configured load space.  There is a decently sized hidden compartment under the floor.  The hatch opening is large too, although you'll find more cargo room in a CR-V, Forester or Toyota RAV4.  With the 2.0L turbo engine, the Equinox's tow rating leaps to 3,500 pounds.

Landing in dealerships now, this accomplished crossover with its bigger engine, grown-up comfy road manners and class-leading technology is the second prong in the Equinox's assault on the compact crossover segment.  Later this year, the Equinos will get a 1.6L turbodiesel engine with 136 horsepower and 236 lb.-ft. of torque.

By Pedro Arrais, Times Colonist - If there was a list of desirable features people usually look for when buying a compact SUV, the 2018 Chevrolet Equinox would surely hit all the boxes.

This market segment is the largest and has seen the most intense competition for consumers' attention.  General Motors has stopped at nothing to make sure its new entrant stands head and shoulders above the crowd.

First off, GM put the Equinox on the automotive equivalent of an extreme diet.  It shrunk by 118 millimetres in length.

While it used to be almost stuck in the grey zone, caught between compact and mid-sized SUVs, it is now firmly a compact - in the same segment as the Honda CR-V, Ford Escape and others.

In the process, the Equinox has shed close to 300 kilograms (it's now even lighter than the Honda CR-v).

But this is a formidable crowd and, if the changes are not done right, it runs the risk of taking the Equinox out of the frying pan and into the fire.

The base front-wheel-drive Equinox starts out at $25,195, and trim levels include LT and Premier. Canadians would likely opt for an all-wheel-drive vehicle instead, which drives up the cost by $2,400.  There are more trim levels for the AWD line, with the top being the Premier 2LZ at $37,195.

I drove a Premier 1LZ, which starts at $34,195.

My first impression on getting in the driver's seat was "Wow!"

The previous-generation Equinox was a vehicle that tried hard, but was utterly outclassed by its competitors.  It featured acres of hard plastic and reeked of a design by committee.

The pendulum has swung completely in the opposite direction with the 2018 edition.  The new model reeks of quality and attention to detail.  Any interior designer would be proud to look around and appreciate the carefully laid-out cabin (in two-tone leather on some models).

Not only is the interior welcoming, the materials used have similarly received a substantive boost.  As my hand rested on the steering wheel, I noticed that even the spokes of the wheel are covered in a supple material that was pleasing to the touch.

The equipment kit reflects GM's desire to elevate the Equinox into territory it could never had imagined before.  My tester boasted a large panorama roof, 19-inch wheels, a Bose sound system, low-speed auto braking, forward collision alert, lane departure, lane-keep assist and auto high beam, surround cameras, ventilated front seats, a heated steering wheel, heated outboard rear seats, eight-way power front and passenger seats, and wireless cellphone charging - and that's only the highlights.

For the infotainment system, the Equinox features an eight-inch colour touchscreen with MyLink, Apple Carplay, Android Auto and Sirius satellite radio.  The system is also a 4G LTE Wi-Fi hot spot, so that passengers can connect their tablets wirelessly on the road.  Buyers will also get an OnStar five-year basic plan.

Engineers tossed out the old V-6 and replaced it with a choice of two turbocharged four-cylinder engines - a 1.5- and a 2.0-litre.  I drove the 1.5-litre mated to a six-speed automatic transmission.

The engine may be smaller, but I daresay the Equinox feels more spirited, with 300 kilograms less to push.  The 1.5-litre produces 170 horsepower, about average in this segment.  But the kicker is the 203 foot-pounds of torque, which comes on as low as 2,500 rpm.  It is the most torque produced in the segment.  By comparison, the Ford's turbocharged 1.5-litre four produces 185 lb.-ft. of torque at 4,320 rpm.

The new engine is also much more fuel-efficient than the V-6 it replaces.  While it is not the segment leader, it still bests similar offerings, such as the above-mentioned 1.5-litre from Ford.  Technology in the form of a gas-saving stop/start function helps lower consumption.

The 1.5-litre will soon be joined by a more-powerful 2.0-litre and a more frugal 1.6-litre diesel in the months ahead.  The latter would be of interest for people who tow or for those looking for the best fuel economy.

The Equinox is quiet on the road, with a compliant ride and predictable handling.

Did General Motors produce a winner this time?  If you compare it to last year's model, there is no doubt this year's vehicle is superior.  But most importantly, the 2018 Equinox's blend of functionality, features and performance now makes it competitive against the best in the segment for the first time.  It is the best contender GM has fielded for a shot at the top.

THE SPEC SHEET

Type:  Compact SUV, front engine, all-wheel-drive

Engine:  Turbocharged 1.5-litre four-cylinder engine, 170 hp at 5,600 rpm, 203 lb.-ft. of torque at 2,500 to 4,500 rpm

Transmission:  Six-speed automatic

Dimensions (mm):  Length, 4,652; width, 1,843; height, 1,661; wheelbase, 2,725

Curb weight (kg):  1,580

Price (base/as tested):  $34,195/$40,740 (includes $1,700 freight and PDI and $100 AC tax)

Tires:  225/60 R18 on alloy wheels

Fuel type:  Regular

Fuel economy (L/100km):  9.8 city/7.9 highway

Warranty:  Three years/60,000 km new car, five years/100,000 km powertrain and roadside assistance

By Lesley Wimbush, Driving.ca - We're more than 3,800 feet above the Pisgah National Forest, where mist envelops the shoulders of the Appalachian Mountains.  Below us lies the Pink Beds Valley, a swath of lush growth tinted by the blush of blooming rhododendrons.

We'd been given the option of making our own way across the Carolinas, the only caveat being that we arrive intact by dinner.  My driving partner had a hankering to experience the Tail of the Dragon, 18 kilometres of serpentine road that's virtually a rite of passage for any driving enthusiast.  I pointed out that our trip gave us a chance to visit one of the remove, mountainous creeks where we could search for the elusive Hellbender, an exceedingly rare giant salamander, charmingly dubbed the "Snot Otter."

The Blue Ridge Parkway proved an acceptable compromise, though its abundance of looping curves had us yearning for a nimble two-seater instead of the crossover we're piloting.  To be fair, our Chevrolet Equinox handled the hairpin twists quite admirably, with none of the lumbering wallow once characteristic of this segment.

Completely revised for 2018, the third-gen Equinox returns with a shorter, stiffer platform, an available nine-speed automatic transmission and the choice of three engines.  Based on the same D2 architecture underpinning the Buick Envision, the Equinox sheds 400 pounds (180 kilograms) - a 10 per cent weight reduction - over the previous platform.

As with nearly every other vehicle in the industry-wide quest for better fuel economy, the chassis has been lightened by using high-strength and hot stamped steel, fewer welds and more industrial adhesives.  This gives the new Equinox an added bonus of great torsional rigidity and less flex, meaning a more stable ride.  The smaller body, shorter wheelbase and slightly lower ride height not only aid in the Equinox's stability, but also improve aerodynamics.  Visually, the Equinox isn't as compelling as the Mazda CX-5 or Ford Escape, but it is neat and tidy, if rather unremarkable.

In this segment, space and utility are paramount.  Despite its compact size, the Equinox's cabin space remains virtually the same as the outgoing model.  The rear seats have given up their ability to slide fore and aft, providing a more usable and flatter floor when folded.  Maximum cargo space increases to 1,798 litres, including a hidden compartment beneath the trunk floor.

The cabin's overhaul follows the same conservative yet functional design principles as the Cruze.  Premier models feature more soft-touch materials and leather, but cheaper plastics creep into use as you move down through the trim levels.  The Equinox follows Chevrolet's familiar packaging strategy by offering three models (LS, LT and Premier) and two packages (Confidence and Convenience, and True North) are available on the LT and Premier.

All trims are available in front- or all-wheel drive, but it seems Canadians prefer AWD, which accounts for 80 per cent of all Equinoxes sold here.  New for 2018, the AWD system can help conserve more fuel by directing power to just the front wheels when extra traction isn't needed, or torque to all four wheels can be manually locked in by the driver.

The mid-range LT AWD is predicted to be the volume seller, but even the base LS has a good level of standard features.  They include keyless entry with push-button start, Chevrolet's MyLink Infotainment system, rear-vision camera, Teen Driver (which lets you restrict and monitor driving habits), one-touch folding second-row seats, heated front seats and heated rear-view mirrors, a remote starter, start/stop technology and both Apple CarPlay and Android Auto connectivity.

Moving up through the trim lines adds extra goodies, such as a heated steering wheel and rear seats, HID headlights, a hands-free power liftgate, an eight-inch in-dash touch screen and 4.2-inch instrument cluster display, and wireless charging.  The Premier trim gets rear park assist, plus side blind-zone and rear cross-traffic alerts.

Available packages add forward-collision alert, 360-degree surround vision, low-speed automatic braking, safety-alert seat and lane-departure warning.  Only the True North package includes GPS navigation, which leaves the rest of the model lineup to rely on either OnStar's turn-by-turn navigation services, or Apple CarPlay and Android Auto, which rely on the user's own data plan.

Unfortunately, the new 2.0-litre turbo-four and the 1.6L four-cylinder turbodiesel engines weren't available yet and probably won't arrive until summer.  The diesel, producing 136 horsepower and 236 pound-feet of torque, is rated to deliver 6.9L/100 km in combined city and highway driving for FWD models, or 7.4 with AWD.  The larger 2.0L turbo-four, producing 250 hp and 260 lb-ft of torque, will be the only one paired with the new nine-speed automatic transmission.  It will deliver 8.7 L/100 km combined on FWD Equinoxes and 9.4 with AWD.  It will also offer a maximum towing capability of 3,500 lbs (1,588 kg), compared with 1,500 lbs (680 kg) for the other powertrains.

"There are advantages to using the nine-speed, from a fuel economy and from a performance standpoint," says Larry Mihalko, engineer and performance manager for Chevrolet's crossovers.  "But this segment is also price-sensitive, so if you want the nine-speed you've got to check the box and get the bigger motor.  But we've got pretty good fuel economy with the six-speed, and quite frankly, the diesel is the true fuel economy play on this vehicle."

Our sole available choice was the base 1.5L turbocharged four-cylinder engine paired to a six-speed automatic.  It seemed quiet enough on the highway, thanks to noise cancellation provided by the audio system and an abundance of sound-deadening material.  But it was slow to respond after braking through the tight turns, which was probably a combination of the engine's modest 170 hp and 203 lb-ft of torque, the transmission's limitations and perhaps the altitude's effect on the power output.

Given the Equinox's nicely controlled handling and the suspension's ability to soak up the bumps and potholes we encountered, the power output was rather disappointing.  Although it was possible to awkwardly induce shifts with the gear lever, I couldn't help wishing for paddle shifters in the corners.

While we'll have to wait to see if the Equinox's new powertrains match the impressive handling, the more compact size and better manoeuvrability should help it chase down segment leaders.  And with its all-in base price of $26,995, including PDI, is should finally be able to succeed.